ofeldt



(No Model.)` 3 Sheets-Sheet 1,

P. W. OFELDT.

NAPHTHA ENGINE.

wPatented June 12,1883.

N. PETER Phomulhdgnpher, wnhinmon. D. l;

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(No Model.) 3 Sheets-Sheet 2.

F. W. OFELDT.

NAPHTHA ENGINE.

No. 279,270. x. Patented June 12,1883.

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N. PE1-sns Pnowumagnpher, wmagum b, c

(No Model.)

3 Sheets-Sheet 3'. F. W. OFELDT.

NAPHTHA ENGINE.

nPaten-1jd J une 12, 1883.

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www W w N. PETERS, Phowmhonpher, washington. D. C.

i UNITED STATES PATENT QFFICE.

FRANK V. OFELDT, OF NEWARK, NEV JERSEY.

NAPHTHA-ENGINE.

SPECIFICATION forming part of Letters Patent No. 279,270, dated June 12, 1883.

Application tiled January 10, 1883.

T all whom, it may concern:

v Newark, in the county of Essex and State of New Jersey, have in vented a new and useful .Improvement in Naphtha-Engines; and l do hereby declare that the following is a full and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, making a part of this specification.

My invention relates to the known processes for obtaining a motive power by working a liquefiable vapor expansively, then conveying it to a condenser for liquefaction, and thence returning it automatically-in a cycle which is automatically completed without loss of t-he tluid-to a device for reconverting it into vapor in readiness for use again, its vaporization being effected by an application of heat derived from extraneous sources.

lt consists in an improved method of completing the cycle without resort to external agencyv for supplying the heat by obtaining the liquetiable vapor from a combustible liquid through the application thereto of heat derived from the combustion of a portion of the vapor diverted to suitable burners `in its passage to the working-chambers, and in thc construction also of an improved apparatus, as hereinafter fully described, in which the vapor of naphtha or gasoline maybe utilized as a motive power with all the practical advantages due, first, io its lubricating qualities in facilitating auto matically the working ofthe engine, and, second, to its combustible quality, admit-ting of its use in heating the generator.

,lnthe accompanying drawings, Figure ll, a central vertical section ot' my improved naphtha or gasoline engine in line .raf ot' Fig. 2. Fig. 2 is a central vertical section at right angles to the first, as indicated in line w Iw of Fig. 1.-

Fig. 3 is a detached view, in elevation, of the pump, illustrating the adjustable connection of its rod'with the rock-shaft by which it is operated. y Fig. 4 is a transverse section in line y y, and Fig. 5 a transverse section inline z z, of Fig. l.

A represents th'e combustion-cliamber olfmy improved engine, eonstructedwith a dome, A', terminating in a smoke-stack, i adapted to carry ott' the products of combustion.

B B represent the retort or vaporgenerator,

(No model.)

constructed of two heavy metallic plates cast by preference in a circular form, and bolted together face to face, as shown in Figs. land 2. The inner face of the lower plate, B, is grooved veither spirally, as shown in Fig. 4,' or in a series of concentric grooves which are made to communicate by transverse channels, so as to form practically a continuous groove or cha-n-v 6o nel leading from the circumterence to the center of the plate, and covering in its length the utmost available surface thereof. This groove or channel a c maybe either square or semicircular in cross-section, and it is coveredby the plate B,to form,in efi'ect,a continuous conduit, which, t'ully inclosed within the thick, heavy body ofthe plates, extends from t-he outer edge to the center thereof. `The vretort thus constructed is mounted upon and secured to 7o an open tube, C, extending through a central aperture in the plates, to project a short dis tance above the same, and whose lower end is fitted centrally in the top of a valve-chest, D, fitted and secured upon the bottom ofthe combustion-chamber. The upper end of the tube C terminates in an encircling vapor or pressure chamber, E, formed by means of a box or case fitted upon the top ot' the retort, over the tube, and which projects up into the dome A/ S'O ofthe combustion-chamber.

A burner, F, consisting ol' an annular perforated pipe, placed under the retort to encircle the vapor-tube C, is connected by a supply-pipe, F, with an injector, (l, outside of the eombustion-chamber. See Fig. l The pressure-port ot the injector is connected by a gassupply pipe, F, with the valve-chest, and its draft-port is connected by an air-supply pipe, F*, with a hot-air chamber, G', 9o formed on top ot' the combustion-chamber, around thebase ot' the dome. Inlet-ports b b are pierced in the side oi' the air-chamber G, opposite to the air-pipe F4, leading therefrom, so that the air supplied to the injector through 9 5 said pipe must pass through the chamber to become heated therein. The burner 'may be fitted with a series ot' tubular perforated arms radiating therefrom, to adapt it more fully to the form of the retort.

The retor'tpB B', inclosed wit-hin the combustion-chamber A, is heated by the fiame from the burner F, the weightoi the metal in the plates of the retort. serving to equalize and IOO diffuse as Well as to retain the heat in every part thereof.

The naphtha, forced by means of a supplypipe, S, into the outer end of the lcontinuous channel a, extending in a series of close convolutions to the center of the retort, is vaporized and super-heated in its passage through the same, and escapes at a high tension into the vapor-chamber E, from which it finds free passage through the central pressure-tube, G, to the valveschest D. A. supply of the vapor under pressure is carried through the pipe F to the injector, and operates-therein to draw in through the air-pipe F* a suitable supply of air from the chamber Gr.Y This air, admixed with the vapor in proper proportions, produces a highly-combust-ible gas, which is carried to the' burner through the pipe F, the supply being regulated required by means of the injector-valve. I

By inclosing the vapor-chamber E, tube C, and valve-chest D within the combustionchamber in which the retort heated, the

high temperature and tension of the vapor necessary for its greatest efficiency is maintained withgreat economy of fuel from the time the vapor is generated until it passes into the jworking-chamber. The economyT thus attained is furthermore increased by utilizing the heat above the retort in heating the air which is supplied to the injector.

The combustion-chamber A is mounted upon a large air-tight chamber, H, constructed npgon a substantial bed-plate,yH, constituting the base ofthe engine.

Piston-cylinders I l, open at their lower ends, are secured to the under side of the valve-chest D, a narrow interval being left between them to receive a rock-shaft, J, and arm J, for actuating a slide-valve, K, in the valve-chest. This slide-valve K covers and uncovers alternately, in the customary maned by a pitman working through the lower open end ot' the cylinder with an appropriate crank, N, on the Vinner end of a shaft, N, which is so supported in suitable bea-rings in the exhaust-cha1nber H as to permit of the free revolution of the cranks within said chamber beneath the` cylinders. The shaft N projects outwardly through a suitable packing-box in the side ot' the exhaust-chamber to carry the drivin g-pulley of the engine. The outer end of the rock-shaft J also projects outwardly from the exhaustchamber through a suitable packing-box, (see Fig. 2,) and is tted with an arm, J, (see Fig. 2, and dotted lines, Fig. 1,)

to which is pivoted a connecting-link, L, extending thence to a parallel arm, L,;:project ing from one end of a second rock-shaft, L", supported parallel with the shaft J in bearings upon the outside of the exhaust-chamber,

over the shat N, and at a right angle thereto. The arm .U is slotted longitudinally to admit of the play and adjustment therein of a sleeve or washer serving to form a pivotal conneetion of the link L to the arm. By the move ment of the sleeve in the slot the end of the link may be brought nearer to or farther from the axis, thereby shortening or lengthening its stroke. This adjustment, by controlling` theA movement of the rock-shaft J and of the slide-valve l, will operate to regulate the movement of the engine. The arm J of the rock-shaft J is extended beyond the connee tion thereto otthe link L to form a handle, (see Fig. 2,) Ab-y means of' whichl the yalve K may be startcd'ahd actuatedby hand; The opposite end ot' the outer rock-shaft, L, is also fitted with an arm, L, (see Fig. 5,) projecting therefrom, to actuate by its oscillation the piston-rod of a plunger-pump, l?, secured uponY the bed-plate H/ of the engine, by the side ofthe exhaustchamber. This arm L is slottedlongitudinally, (see Fig. 3), to permit an adjustment of the connection ofthe pumprod therewith to a pointnearer to or iarther from the axis of the rock-shaft, so as to regu; late thereby at pleasure the stroke of the pump. The connection ofthe rod and arm may be made by a pivot pin or bolt led through asleeve working in a slot, and which, when adjusted, is made fast to the arm by means of a setscrew. The rock-shaft L, which actuates the slide-valve and the pumpaod, is itseltl actuated by means ot' a central arm, L", (see Fig. 5,) extending therefrom over the shaft N, and whose outer end is coupled by a connecting rod and strap, O, with an eccentric, OQ on the shaft N, (see Fig. 1,) which thus serves in its rotation to operate' mediately the slidevalve and feed-pump ot' the engine.

' The feed-pump l? is connected for its supply with a condenser, R, (see Fig. 5,) which is connected with the exhaust-chamber H by a pipe entering the latter at a point above the level of the shaft N. (See Fig. l.) A receptacle is thus formed beneath the shaft to con tain a supply of lubricating-oil derived from. the naphtha by its condensation, whichwill serve to lubricate constantly the cranks and bearings of the shaft.

The condenser R may be constructed as a surface-condenser to produce a rapid condensation. of the vapor discharged therein from. the exhaust-chamber H 5 but any approved form of condensing apparatus may be employed.

A supply-tank, Q, may also be connected with the pump to supply from time to time ther loss of naphtha occasioned by the consumption of vapor supplied to the burner.

The delivery-port of the pump is directly connected by the pipe S 'with the outer end oi' the open vaporizinglehannel av in the retort .B

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terniined by the quantity of naphtha delivered `the pistons therein.

to the retort, which must be so heated as to produce its complete and instant vaporizatiom the degree of heat being regulated by an adjustmentV of the injector G, supplying gas to the burner, The working-pressure is confined within the space which e.l -endsin a continou's, uninterrupted channel from' the pump tl'i'roughtlie pipe S, the conduit ct in the re'- to'rt, andthe' vapor-'chamber E and tube C, to the valve-chest An excess of pressure in the apparatus is prevented by means of a safety-valve, S', connected with thev supplypipe S," leading from the pump to the retort, and which is arranged to open' into the eX- haust-cha'inber H.

A free vent-opening, S, is formed between the pump-cylinder, above itspiston or plunger, and the exhaust-chamber, so that any possible leak of naphtha about the piston will be discharged into said exhaust-chamber;

It will b e noted that there are no packed joints or glands in the channels or chambers of the pump subjected to pressure, and that all points likelyto leak find their vent intothe exhaust-chamber.'

A supply'of air is admitted to the pump, when required, through an air cock and valve, '.l, in the lower end of the pump-chamber.

' The entire apparatus is simple, compact, and self-contained.

The operation of myimpim'fed engine, brieflydescrib'cd, is as follows: The condenser, the retort, and the lower portion ot' the exhaustchamber having been duly charged with naphthaor gasoline, the air-valve T 4in the pump is opened, and the pump worked by hand until a pressure is produced in the engine; The air lthus introduced into the engine will become sufficiently charged with the vapor of naplitha to be combustible, and, passing to the burner through the pipes F" F, will, when ignited at the burner, 4produce a fiame which will heat the retort B B. The 'air-valve of the pump may now be closed and the antomatic action of the engine will begin. The naphtha in the retort, vaporized by the heat, and passing under pressure to the valve-chest, will, by the movement of the slide-valve, be admitted to the working-chambers to actuate The movement of the pistons, prodlicing a rotation of the shalt il, will thereby automatically actua-te both the slide-valve and the pump, so that the latter will draw from the condenser and force to the retort a sufficient supply of naphtha, and the former will admit the vapor, under pressure, alternately to the working-chambers. The vap or, after expanding in the pistoncylinders,

`secure by Letters Patent, is

-eiifhausts into the exhaustchamber, yand is drawn thence, together with any excess of the condensed liquid, into thel condenser, to be thence forced back by the pump to the retort. Then the proper supply of naphtha carried through this cycle of expansion and condensation is unduly diminished by the combustion of the portion of vapor drawn off to supply the burner, a fresh charge may be introduced from the tank Q.

The heat of the retort `is maintained by the admission of the vapor from the valve-chest to the burner, and this vapor, passing under pressure through the injector, will operate to draw inv with it a supply of fresh heated air from the chamber G. The air, admiXing with the naph tha vapor, produces a hi girly-combustible gas, which, being ignited at the burner, will properly heat the retort as required.

l do not clailn as new working the vapor of a liquetiable gas expansively, thence conveying it to a condenser, and thence returning it automatically to a device for reconverting it into vapor to be used over again.

l contemplate making the construction of the retort as herein described the subj ect-matter of a separate application for Letters Patent.

That I claim as my invention, and desire to l. TheA method of automatically operating a motor which consists in generating vapor from a combustible liquid within a retort heated the combustion of a port-ion of the vapor so generated, and then working the remainder ofthe vapor expansivcly inthe piston-chamber of the engine, condensing it after its exhaust, and returning it so vcondensed without appreciable loss to the retort, all substantially in the manner herein set forth,

2. In an engine `for utilizing as a motive power naphtha or otherliquid convertible into a combustible vapor at a comparatively low temperature, the' combination of a retort, a vapor-chamber, a combustionchamber encir- IIO cling the retort and vapor-chamber, one or more burners for heating the retort, a pipe connecting the vapor-chamber with said burners, working-chambers communicating with the \f'alvechamber and opening into an eX- haust-chamber, a slide-valve controlling the ports` between the working and valve chambers, and actuated automatically by the rotation of the driving-shaft, an cxhaustchamber inclosing the 4working-chambers, a drivingshaft fitted with cranks revolving in the exhaust-chamber and actuated by pistons in the worki11g-chamber, a condenser connected with the exhaust-chamber, and a pump actuated automatically by the dri vin g-shaft and adapted to force the liquid from the condenser-into the retort, all constructed and arranged to operate automatically, substantially in the man ner herein set forth.

3. ln an engine for utilizing as a motive power the vapor of naphtha or other equivalent liquid adapted to serve as a lubricant, the combination, with pistons moving in pistoncylinders in which the vapor is worked expansively, and with an exhaust-chamber inclosing said cylinders and serving as a receiver for the vapor discharged therefrom, of a driving-shaft projecting out from the lower end of said exhaust-chamber, and fitted with cranks driven by said pistons to revolve within said exhaust-chamber and be automatically lubricated by the condensed vapor therein, substantially in the manner and for the purpose herein set forth.

' 4. ln an engine for utilizing as a motive power` the vapor of naphtha or other equivalent lubricating-liquid, the combination, with the valve-chest connected with the vapor-generator, the slide-valve controlling the 'ports leading from the valve-chest into the cylinders, and an exhaust-chamber inclosing said cylinders, of a rock-shalt within the exhaust-chamber, actuated mediately by an eccentric upon the crank-shaft, and fitted with an arm made to extend through an opening formed between the valve-chest and exhaust-chamber to engage and actuate the slide-valve covering said opening, substantially in. the manner and for .the purpose herein set forth.

5. In a naphtha or gasoline engine, the combination, with the feed-pump, the vapor-generator, and the valvechest communicating with the working-chambers of the engine, of a continuous, uninterrupted open passage extending from the pump through the retort to the slide-valve in the valve-chest, substantially in the manner and for the purpose herein set forth.

6. rEhe combination, in a `napl'ltha or gasoline engine, of the plunger-rod of the feed-pump, controlling the supply of naphtha to the vapor-generating retort, a .rock-shaft actuated by the engine, and an arm projecting radially from said rock-shaft, formed with a longitudinal slot therein, adapted to engage a pin on the outer end of the pump-rod, and admit of its adjustment to and from the axis ofthe shaft, to regulate thereby the stroke of the pump, and consequently the speed of the engine, substanti ally in the manner hereinset forth.

7. ln an engine for utilizing as a motive power the vapor of naphtha or its equivalent, the combination, with. the feed-pump of the engine, of a vent communicating freely from the pump-cylinder above its piston into the eXhaust-chamber or condenser of the engine,

substantially in the manner and for the purpose herein set forth.

S. In a naphtha or gasoline engine, the conibination, with the feed-pipe extending from the pump to the vapor-generating retort, of a safetyf'alve interposed between said pipe and the exhaust-chamber or condenser of the engine, substantiallyT in the manner and for the purpose herein set forth.

9. In a naphtha or gasoline engine, the combination, with avapor-generating retort communicating with the valve-chest and workingcylinders of the engine, a combustion-chamber inclosing the retort and the pipe connecting it with the valve-chest, burners within said chamber, adapted to heat the retort and connecting-pipe, a supply-pipe leading to said burners, an injector opening into said supplypipe, and tubes or passages connecting the retort or vapor-generator with the injector, of an ai r-heating chamber formed in or upon the combustionchamber, above the retort therein, and an air-supply pipe connecting the heating-chamber with the injector', substantially in the manner and for the purpose herein set forth.

10. ln a naphtha or gasoline engine,the combination, with a vapor-generating retort communicatin g with the valve-chest and workingcylinders ofthe engine, and with a condenser communicating with the chamber receiving the exhaust from said cylinders, of a pump actuated by the movement of the engine, and adapted to automatically force and feed the fluid from the condenser back into the retort, substantially in the manner and for the purpose herein set forth.

11. The combination ofthe adjustable link L, pivoted to the arm ofthe rock-shaft J, actuating the slide-valve K, with a slotted arm, L', ofthe rock-shaft L, actuated by an eccentric, O, on the main shaft ofthe engine, to permit of an adjustment of the link and movement of the slide-valve, substantially in the manner and for the purpose herein set forth.

In testimony whereof I have signed my name to this specification' in the presence of two subscribing witnesses.

FRANK XV. OFELDT.

NVitnesses:

J. F. Acknn, Jr., JoHN A. ELLis.

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